Automatic transportation system car units and control circuits therefor

ABSTRACT

A transportation system, car units and control circuits adapted for automatic and efficient operation. The transportation system includes a main traffic line and station traffic lines bypassed by the main line and leading to stations elevated above the main line, an overhead track along each station traffic line, bottom tracks along the main line, car units having each a retractable assembly adapted to engage an overhead track to cause the elevation of the car units towards the corresponding station, and control circuits into each car unit at the stations and along the traffic lines arranged to select the stations of destination, detect the selected destinations, cause diversion along the traffic lines of the stations selected, call an empty car to a station and safely space the car units along the traffic lines.

United States Patent V [191 Bourassa 11] 3,817,182 June 18, 1974 1 AUTOMATIC TRANSPORTATION SYSTEM CAR UNITS AND CONTROL CIRCUITS THEREFOR [76] Inventor: Pierre M. Bourassa, 7415 Malo St.,

Brossard, Quebec, Canada [58] Fieldof Search 104/88, 96, 105, 130, 131,

105/215 R, 34 P, 34 D [56] References Cited UNITED STATES PATENTS 2,854,860 10/1958- Ranzi 105/34 P 3.590.743 7/1971 Larson 104/130 Primary Examiner M. Henson Wood, Jr. Assistant ExaminerD. W. Keen [5 7] ABSTRACT A transportation system, car units and control circuits adapted for automatic and efficient operation. The transportation system includes a main traffic line and station traffic lines bypassed by the main line and leading to stations elevated above the main line, an overhead track along each station traffic line, bottom tracks along the main line, car units having each a retractable assembly adapted to engage an overhead track to cause the elevation of the car units towards the corresponding station, and control circuits into each car unit at the stations and along the traffic lines arranged to select the stations of destination, detect the selected destinations, cause diversion along the traffic lines of the stations selected, call an empty car to a station and safely space the car units along the traffic lines.

10 Claims, 27 Drawing Figures PATENTEDJIIIHBBH I 8.817182 SHEET 5 [If 9 PKTEN TEMI 18 an SHEET 7 0f 9 FIG. 24 I AUTOMATIC TRANSPORTATION SYSTEMCAR UNITS AND CONTROL CIRCUITS THEREFOR This invention relates to a passenger and/or cargo transportation system and more particularly to a transportation system, car units and control circuits therefor of the type using car units travelling along traffic lines interlinking a plurality of access and exit stations.

The known mass and cargo transportation systems of the above type suffer many disadvantages having for result that a large proportion of the public rather uses automobiles for urban transportation. The transportation systems of the above-mentioned type which have been proposed so far are relatively complex, require drivers or train crews and/or are relatively expensive to operate.

It is a general object of the invention to provide a transportation system which is of automatic operation and, therefore, does not require drivers nor train crews.

It is another general object of the invention to pro vide a transportation system of the above-mentioned type which takes advantage of gravity to accelerate and decelerate the car units at the stations, thereby reducing power requirements and energy losses.

It is another object of the invention to provide a transportation system and car units therefor which use a cruising or relatively high constant speed motor and a relatively low speed motor, which are selectively operated to take advantage of the gravity action and to achieve a relatively lowered and more efiicient power consumption.

It is a further object of the invention to provide a transportation system which, when used underground, has stations substantially at street level and therefore reduces the construction cost of the stations and makes the latter more easily and readily accessible to passengers.

It is another object of the invention to provide a transportation system including a continuous main traffic line and station traffic lines bypassed by the main line and relatively small car units to minimize unnecessary stopsat stations.

It is a specific object of the invention to provide a novel car unit adapted to run on ground laid tracks or suspended from an overhead track.

It is a further specific object of the invention to provide a main traffic line with a ground laid track and station traffic lines with each an overhead track adapted to be selectively engaged by the car units to elevate the same along an incline in the corresponding station traffic line.

It is a further object of the invention to provide simple and reliable circuits to control the selection stations, the spacing between the car units along the traffic lines, the destination and the switching of the car units towards the selected stations.

The above and other objects and advantages of the invention will be better understood in the light of the following detailed description of preferred embodiments thereof, which is illustrated, by way of example only, in the accompanying drawings, in which:

FIG. I is a plan section of a station and the associated lines of travel of an automatic transportation system according to a first embodiment of the invention;

FIG. 2 is a longitudinal section as seen along line 2-2 in FIG. 1;

FIG. 3 is a cross-sectional view through the station as seen along line 3-3 in FIG. 2;

FIG. 4 is a plan section of a station and the associated lines of an automatic transportation system according to a second embodiment of the invention;

FIG. 5 is a longitudinal section as seenalong line 55 in FIG. 4;

FIG. 6 is a cross-sectional view as seen 6-6 in FIG. 5;

FIG. 7 is an enlarged scale partial view of FIG. 5 illustrating the operation of an overhead track forming part of the invention;

FIG. 8 is a side view of a passenger car unit according to the first embodiment of the invention; FIG. 9 is an end view'of the passenger car unit of FIG. 8;

FIG. 10 is a bottom view of the passenger car unit of FIGS. 8 and 9';

FIG. 11 is a side view of a passenger car unit according to the second embodiment of the invention;

FIG. 12 is a partial end view of the car unit of FIG. 11 relative to an overhead track;

FIG. 13 is an enlarged scale view of a retractable drive assembly mounted on top of the passenger car unit of FIGS. 11 and 12;

FIG. 14 is a view corresponding to the view of FIG. 13 but with the retractable drive assembly in closed position in engagement with an overhead track;

FIG.15 is a side view of the retractable drive assembly of FIGS. 13 and 14;

FIG. 16 is a cross-sectional view as seen along line l6l6 in FIG. 17 of a slow speed drive and overrunning clutch assembly;

FIG. l7-is a cross-sectional view as seen along line l7--l7 in FIG. 16;

FIG. 18 is a diagrammatic view of the station selection circuit of the car unit operatively engagingthe circuit of a selected station;

FIG. 19 is a diagrammatic view of the station selection circuit of the car unit engaging the circuit of a station not selected;

I FIGS. 20, 21, and 22 are diagrammatic views ofthe station selection circuit of a car along line unit in operative engagement with a car circuit for three distinct conditions of operation;

FIG. 23 is a diagram showing the details of a selection circuit for one station;

FIG. 24 is a diagrammatic illustration of a circuit which controls the opening and closing of the car doors and station doorsand which stops and starts a car unit at a station;

FIG. 25 schematically illustrates a system according to the invention to space the car units along the main traffic line;

FIG. 26 is a schematic view of a spacing system controlling the movement of car units at a station; and

FIG. 27 is a plan view of a typical access and exit station according to the invention;

The car units 1 according to the invention travel at a predetermined constant speed along a main traffic line 2, for instance on rails 3. A plurality of access and exit stations, such as 4, are'spaced along the main traffic line 2 and are elevated relative to the latter, for instance to overlie the same. A station traffic line joins each station to the main traffic line at a pair of places spaced along the latter on opposite sides of the correspondingstation. Each station traffic line includes for each of the two opposite directions of travel at the station, a pair of inclines and 6 arranged on opposite sides of the station for elevation of the car units 1 from the main line 2 towards the station 4 and from the latter back to the main line between the above-mentioned places. The vertical distance between the main trafiic line 2 and the station trafiic line at the station is such that all of the kinetic energy of the car units will be converted into potential energy when the car units move from the main line to the station.

A car unit switching mechanism of any suitable and known type, not shown, is positioned at the merging point between the incline 5 and the main traffic line 2 and is arranged to deviate the car units 1 through the corresponding station traffic line, when desired and upon actuation of the station selection circuits provided to that effect in each car unit.

In the second embodiment illustrated in FIGS. 4 to 7 inclusive, the station traffic line is provided with a pair of overhead trackes 7, one for each of the two opposite directions of traffic. As for the first embodiment, the station traffic line and, consequently, the overhead tracks include an incline on each side of the station elevating from the main traffic line towards the station and each other. The opposite ends of each overhead track includes a portion 8 extending lengthwise a short distance into the main traffic line 2.

The car 1 is adapted for use with the second embodiment of FIGS. 4 to 7 inclusive includes a bottom drive train of conventional design including the set of wheels 9 and a motor of any suitable type to drive the wheels 9 and cause running onto the tracks 3 at a relatively high speed. The same car unit 1 also includes a retractable overhead track engaging means 10 secured on top thereof.

The car unit 1' adapted for use with the traffic lines of FIGS. 1, 2, and 3 is illustrated in FIGS. 8, 9, and 110 and includes the set of wheel 9 secured to axles 11 for rotation therewith and adapted to run on the tracks 3. As shown in the drawings, both axles 111 are driven each forming part of a separate drive train. Obviously, only one axle 11 could be driven or both driven by the same motor means.

A relatively high speed or cruising speed drive is provided, which includes a motor 12 drivingly connected to the axle l 1 through a reduction gear box 13, of any suitable type, as are known in the art. A relatively low speed drive includes a motor 14 which is drivingly connected to the axle 11 through a speed reduction and an overrunning clutch 15. The latter will be described in detail later with reference to FIGS. 16 and 17.

The cruising speed motors 12 which can be of the induction, synchronous or other constant speed type, drive the cars along the main line at a relatively constant and predetermined speed. When a car unit 1 starts up the incline 5 to a station, the current to the cruising speed motor is discontinued in any appropriate manner, such as by discontinued bus bars or wires. The car then goes up on its own momentum and should normally reach the station 4 without assistance from either motors l2 and 14. However, the slow speed drive or motor 14 is energized throughout the climb along the incline. Should abnormal friction or insufiicient cruising speed prevent the car unit from reaching the station on its own momentum, it is then driven by the slow speed drive through engagement of the overrunning clutch 15. The latter allows the car to travel or run at higher speeds than when driven by the slow speed drive, for instance when driven by the cruising speed motor 12 or under its own momentum.

The car unit 1 or 1' further includes a side door 16, seats 17, drive train compartments l8 and a control panel 19 with push buttons 20 for station selection by the passagers and lights 21 to confirm each station selection.

The retractable track engaging means 10 is secured on the top 22 of the body of a car unit 1 to form a version of the latter adapted for use with the overhead track system of FIGS. 4 to 7 inclusive.

A pair of brackets 23 are secured in spaced-apart and coaxial alignment on the top 22 of the car unit 1. A pair of beams 24 are pivoted to the brackets 23 respectively about a transverse axis and extend lengthwise of the car unit 1 forming a frame or base for the movable elements of the retractable track engaging assembly 10. A hydraulic or pneumatic damper 25 joins each beam 24 to the top 22 of the car body to restrain pivoting of the car unit about the above-mentioned transverse axis.

A support plate or casing 26 is hinged onto each beam 24 by pivots 27 carried by brackets 28 and defining pivotal axes extending lengthwise of the car unit. A pair of links 29 are pivoted at opposite ends to the plates 26 respectively and are arranged to produce symmetrical folding of the latter between a lowered or retracted position and an elevated position, as shown in FIGS. 13 and 14 respectively. A retraction motor 30, through a worm gear, not shown, in a casing 31, directly pivots one of the plates 26 and indirectly the other plate 26 through the links 29.

A pair of axles 32 are rotatably mounted into each support plate or casing 26 and project outwardly from one side thereof towards theoverhead track 7 when the casings 26 are in the elevated position. A worm gear 33 is secured onto the inner end of each axle 32 for rotation therewith. A motor 34 is secured to each casing or support 26 and drives the worm gears 33 by means of worms 35 secured to a common shaft 36.

A wheel forming member 37 is rotatably mounted onto the free end of each transversely extending axle 32 and is arranged to roll onto the lower flange of the I-beam forming the overhead track 7. Each wheel member 37 is formed with a generally circular cavity housing a circular hub or disc 38, which is secured to the corresponding axle 32 for rotation therewith. The periphery of each circular cavity forms a plurality of recesses, not shown, extending radially into the corresponding wheel member 37. Each recess contains a roller 39 extending parallel to the corresponding axle 32 and confined axially by an annular cover 40. The above-mentioned recesses are shaped to form each a camming surface which, as is well known, allows free rotation of the wheel members 37 in one direction relative to the axle 32 and the circular hub or disc 38 and causes driving of the wheel member into the same angular direction when the speed of rotation of the axle exceeds the speed of rotation of the wheel member. There results an overrunning clutch allowing coasting of the car unit under its own momentum as long as the rotational speed of the wheel members 37 exceeds the rotational speed imparted to the axles 32 by the motors ing speed motor, not shown, but similar to motor 12 and reduction gear box 13 of car unit 1'. As will be explained in more details later, the coasting of the car unit 1 is obtained by discontinuing the driving of the same by the high speed motor or by letting the car unit to roll freely down the incline 6.

The above-mentioned overrunning clutch 15 forming part of the car unit 1' of FIGS. 8, 9, and is illustrated in detail in FIGS. 16 and 17 and is of the same type as the overrunning clutch formed by the wheel members 37, the hub 38 and the rollers 39.

A casing a encloses the overrunning clutch l5 and has a wheel axle 11 journalled therethrough. A worm gear 41 and an inner rotor 42 are secured together for bodily rotation and are mounted onto a sleeve 43 for free rotation relative to the wheel axle Ill. The motor 14 drives the worm gear 41 through worm 44 carried by the shaft 45 and rotated therewith. If necessary, a fluid drive can be interposed between motor 14 and worm 44 and also between motor 34 and worm 35 of the second embodiment. A generally cup shaped member 46 circumscribes the inner rotor 42 and forms camming recesses into which rollers 47 are mounted and biased by springs 48 to allow free running of the wheel axle 11 and the camming member 46 inthe anticlockwise direction, FIG. 16, at greater speed than around the inner rotor 42. As is well known, this is allowed by the rolling of the rollers 47 towards the wider end of their abovementioned recesses. However, when the inner rotor 42 is caused by the motor 14 to rotate at a greater speed than the camming member 46, still in the anticlockwise direction, the rollers 47 pushed by the springs 48 will contact the smaller end of the camming recesses and will lock the camming member 46 to the inner rotor 42 for bodily rotation.

For both embodiments of the car units 1 and l, illustrated in FIGS. 8, 9, 10, and ll, 12 respectively, if we assume that the slow speed drive or motor is set for a speed of 3 miles per hour, the car units will always be free to run forward at a greater speed, but they will be driven at the 3 mph. speed whenever their coasting speed tends to drop below that, as for instance near and on both sides of each station 4. The low speed motor drive is used to start the car unit from station 4 down the incline to the main line. It is cut off anywhere along the downward ramp. The above-mentioned fluid drive allows for smooth starting despite the use of a single speed motor.

The station selection circuit mounted onto each car unit I or 1 includes station selection switches 49a to 49e, each one corresponding to a particular access and exit station 4. For practical reasons, only five station selection switches are illustrated but, obviously, any number of stations and switches may be used. The station selection switches 49a to 49e are connected in parallel to a sliding contact member 50 and in series with a similar number of sliding contacts 51a to Sle respectively. The sliding contacts 50 and 51a to 51e project outwardly of the corresponding car unit 1 or 1' and are arranged to engage matching contacts secured along the traffic lines, as will be explained hereinafter.

push button 20, the corresponding selection indicating light 21 and a cancellation switch 54. A selection holding switch 55 is connected in parallel with the corresponding station selection push button 20. An electromagnetic coil 56 and a spring 57 are operatively connected to the cancellation switch 54. A pair of sliding contacts 58, 59 are provided on the car unit 1 and connected in series with the coil 56. A spring 60 is connected to the switch 55 and the corresponding switch 49a to 49e and is arranged to keep the switch 55 open when the coil 53 is not energized.

When a selected push button 20 is pressed, the current from the power supply 52 flows through the normally closed switch 54, the actuating coil 53, the temporarily closed push button 20 and the indicator light 21. The current through the acutating coil 53 closes the switch 55 and the switch 49a to 49e which correspond to the selected station 4. When the switch 55 is closed, which happens almost instantaneously with closing of the corresponding push button 20, current can continue to flow through the actuating coil 53, even if switch 20 is opened. Therefore, the corresponding station selection switch 49a to 49e will remain closed until the cancellation switch 54 is caused to open. This will happen when sliding contacts 58 and 59 enter into sliding contact with wires or rods not shown, located for a given station at any point past the car switching mechanism along the traffic line leading to that station. Preferably, the above-mentioned wires or rods for the sliding contacts 58 and 59 are positioned at the station stopping zone or just after. The cancelling wires or rods may also be grouped at the end of the main traffic line 2. The sliding contact with the appropriately energized concellation wires or rods causes energization of the actuating coil 56, opening of the switch 54 against the spring 57, de-energization of the actuating coil 53 and opening of the corresponding switches 55 and 49a to 49e.

Ahead of each station traffic line there is provided a selection detecting circuit including an appropriate pair of wires, rods or contacts, such as 61 and 62a for station a, 61 and 62b for station b and so on. Each selection detecting circuit is connected by leads or conductors 63 and 64 to the corresponding car switching mechanism to divert the car unit concerned along the traffic line of the selected station.

For the transportation system using the overhead track 7 along each station traffic line, the leads or conductors 63 and 64 are arranged to energize the'motor 30 and cause folding of the support plates 26 towards their elevated and overhead track engaging position.

As illustrated in FIG. 18, a car unit having switches 49a and 490 closed, for stopping at stations a and c, approaches the station traffic line of the station a and there results establishment of a circuit between the leads 63 and 64 through the sliding contacts 51a and 50 and the station selection switch 49a. As a result, the corresponding car switching mechanism or retractable motor 30 are actuated to cause diversion of that car unit from the main line 2 through the line of that station a.

As illustrated in FIG. 19, the same car unit with the same selections of stations a and c approaches the station b. Since the station selection switch 49b is open, there is no circuit established through the leads 63 and 64, the car switching mechanism nor the retractable motor 30 are energized and the car unit bypasses the station b along the main traffic line 2.

Each station is also provided with a car calling circuit adapted to call to that station an empty car unit 1, or more precisely, a car having no selection made. Each car calling circuit includes a set of contacts, wires or rods 65,66 equal in number to the sliding contacts 49a to 49e and 50 and arranged to register with the latter ahead of the corresponding station traflic line and car switching mechanism. An energizing circuit is connected to an actuating coil 67 acting on a switch 68 in cooperation with a spring 69. The switch 68 is con nected in series with a car calling switch '70 accessible to the passengers to call an empty car unit to the calling station. The car calling switch 70 and the switch 68 are connected to the corresponding car switching mechanism to actuate the latter when both in closed position.

Looking at FIG. 20, with the sliding contacts 51a to 51e and 50 engaging the wires, rods or contacts 65 and 66, since passengers inside the car unit havechosen to stop at two stations, the car is not empty, the circuit to the actuating coil 67 is closed and the latter is energized and opens the switch 68 such that, even if a car unit is called by closing the switch 70, no current flows to actuate the car switching mechanism or the retractable motor of the approaching car unit. The latter will therefore bypass that station, unless the latter corresponds to a station selected for a stop, such as station a and c.

Looking at FIG. 21, all the station selection switches 49a to 49e remain open and presumably the corresponding car unit is empty. The energizing circuit is therefore not activated by one of these selection switches, the actuating coil 67 is not energized and switch 68 is closed by the spring 69. Since switch '70 has been closed to call an empty car unit to that station, the car switching mechanism is energized and the approaching car is diverted to the calling station where it will automatically stop, as will be explained later, to pick up passengers.

As shown in FIG. 22, although a car unit is available to he called at a station, all the switches 49a to 49e are opened, the car unit will not be diverted, since the switch 70 is opened and the car switching mechanism is not energized.

There will now be described the circuit of FIG. 24, which is adapted to open and close the car and station doors and to control the stop and go action of the car unit at the station zone.

When a car unit 1 stops at a station 4, the terminals or sliding contacts 71 to 77 inclusive projecting outwardly of the car body engage with corresponding contacts 78 and 84 projecting from the tunnel or station wall, floor or ceiling, in any convenient location. The contacts 78 to 84 are of appropriate extension lengthwise of the station traffic line to provide the necessary tolerance as to the actual place where the car units stop.

The car unit further includes a pair of sliding contacts 85 and 86, which are adapted to engage a pair of conductor sections 87 extending coextensive of each other lengthwise of the station stopping zone. When the car unit reaches a place where the sliding contacts engage the conductor sections 87, the car is caused to stop since the switch 88 is normally opened, and there is no voltage difference between the two conductor sections 87.

The stopping and driving control assembly for each car unit is diagrammatically illustrated in FIG. 25 and includes an electromagnetic actuating coil 89 connected in series between the sliding contacts and 86, switches 90 and 91, and a spring 92 operatively associated to the actuating coil 89 to cooperate therewith to cause opening and closing of the switches 90 and 91, as explained later. The car unit further includes a braking system 93, of any appropriate type, and the cruising speed motor 12. The latter is connected through the switch 91 to appropriate feed lines 94 extending lengthwise of the traffic lines while the braking system 93 is connected through the switch 90 to the same feed lines 94.

As aforementioned, when the switch 88 is opened, there is no voltage across the wires, rods or contacts 87, there results that the actuating coil 89 is not energized; switch 90 is closed applying the brakes and switch 91 is opened, interrupting the current to the electric motor 12.

As the car unit stops, the contacts 71 and 74 engage with the contacts 78 and 81 respectively, which are connected by conductors 95 and 96 to any suitable power supply. A time delay circuit 97 is then energized by a circuit through a junction box 98 and conductors 99, 100, and 101 connecting the sliding contacts 71 and 74 one to the other. The time delay 97 momentarily delays the current from flowing to a conductor 102 for a certain time, say 3 seconds. During the same time delay, the current is allowed to circulate through a conductor 103 until the time delay has elapsed. When the conductor 103 is energized, the current flows from the time delay 97, the normally open limit switch 104 temporarily closed because the car door is closed, and through an actuating coil 105 which produces opening of a switch 106 and closing of a switch 107.

Once the switch 107 is closed, current flows from the junction box 98 through the conductor 108, normally closed limit switch 109 and the switch 107 to the junction box 110 and a motor 111 which causes opening of the car doors 16. From junction box 110, current also circulates through a conductor 112, contacts 72 and 79 and conductor 113 to a motor 114 which opens the station doors, not shown.

When the car door is fully opened, it actuates limit switches 109 and 115, so that normally closed switch 109 opens, stopping the current to the motors 111 and 114. The normally opened switch 115 closes, feeding current to an actuating coil 116 which moves the bar 117 upwards, causing opening of the switch 107 and closing of the switch 106. The dented portion 118 of the sliding bar 1 17 biases a plunger 119 against a spring 120 which keeps the plunger in engagement into a notch of the dented portion 118, thereby holding the bar 117 into fixed position.

When the delay of the time delay 97 has clasped, current is allowed to flow from the junction box 98, through conductor 96, time delay switch 97, conductor 102, normally closed limit switch 121, conductor 122 and switch 106. However, either one station selection switch 49a to 49e or a switch 123 will have to be closed for current to flow to motors 111 and 114 through the conductor 124 and to close the station and car doors by reverse operation of these motors. .Switch 49a-49e symbolizes the station selection switches of FIGS. 18 to 23 inclusive and actuated by the corresponding push buttons 20. The switch 123 may be closed by the actuating coil 125, which becomes energized through the contacts 76, 83, 77, and 84 when another car unit is coming up the incline of the station and track.

As a result of the switches 49a-49e and 123 in series with the conductor 124, if none of the push buttons 20 has been pressed, as when there is no passenger in that car unit, the doors will remain open and the car unit will stand by at the station until one push button 20 is pressed or another car comes up the incline 5 to that station. In the latter event, the actuating coil 125 will be energized and close the switch 123. The car will then proceed to the main line, even though it is empty, to clear that station traffic line for the approaching car unit.

If the car door meets an obstacle to closing, the leading edge thereof will close the normally open limit switch 126. This energizes the actuating coil 105 which will reverse the switches 104 and 107, so that the motor 111 will be energized from the junction box 110 instead of by conductor 127 and will open the car door 16 instead of closing it. When the door 16 reaches the fully open position, it actuates limit switch 115 which, as seen above, reverses the switches 104 and 107 and causes the motor 1l1to close the door.

The passengers may also press a button, not shown, closing the switch 128 and energizing the actuating coil 105, producing the opening of the car door 16 as by an obstacle actuating the limit switch 126.

When the car door 16 is fully closed, it actuates the limit switches 104, 121, and 129. Assuming that the set delay of the time delay 97 has elapsed, there will no longer be current flowing through the conductor 103, so that the fact that the normally open limit switch 104 will be closed wll not be significant. The switch 121 opens and stops the motor 111. The conductor 102 will be live feeding current through a conductor 130 and contacts 75 and 82 to an actuating coil 131, which then closes the switch 88 against a spring 132. This causes the power source or supply 133 to feed the wires 87, thereby energizing the actuating coil 89, so that the car will move on to a next section of conductor, as will be explained hereinafter.

It is to be noted that the car units 1 can only move away from a station with its door fully closed, since otherwise the door switch 129 will not produce closing of the switch 88 and energization of the coil 89 and the motor 12. The closing of switch 123 dones not interfere with the switches 126 and 128 to re-open the car door, if necessary, nor with the time delay 97 which should leave sufficient time for the passengers to get off, or at least to reach the button 128 of the leading edge of the door so that it can be kept open longer if required.

In order to ensure proper spacing of the car units 1 at all times and to prevent collisions, particularly when a car unit which has stopped to a station is routed back to the main trafiic line, the automatic transportation system according to the invention is preferably provided with a car spacing system, as illustrated in FIGS. 25 and 26.

Referring to these two Figures, the tracks 3 are subdivided into track sections 134 separated by suitable insulators 134a. The track sections form two rows of track sections aligned end to end and such that the track sections 134 of one row are co-extensive with similar track sections of the other row, thereby forming pairs of co-extensive track sections. The two track sections of each such pair are connected to the opposite poles respectively of a power supply represented schematically by a battery 135. Separate conductor sections 136 are aligned end to end into two rows extending lengthwise of the traffic lines, such that the conductor sections of one row are coextensive with the conductor sections 136 of the other row and each with one of the above-mentioned pairs of track sections 134. A pair of leads or conductors 137 connect the two track sections 134 of any of the above-mentioned pairs of track sections to the two leads respectively of the pair of pre ceding conductor sections 136, as shown in FIGS. 25 and 26. It therefore results that each pair of coextensive conductor sections 136form an open circuit with the pair of track sections 134 immediately ahead thereof and the power supply 135 for the latter when the same conductor sections are not otherwise electrically connected.

When one car unit 1 rolls over one pair of track sections 134, the sliding contacts and 86 thereof engage the pair of conductor sections 136 which are connected to the pair of track sections immediately ahead. When, as shown in FIG. 25, there is no car unit 1 rolling on such track sections immediately ahead, current flows into the actuating coil 89 causing closing of the switch 91 and opening of the switch against the bias of the spring 92. The braking system 93 is then inactivated and the motor 12 is energized, causing forward driving of that car unit 1.- Only the cruising speed motor 12 is illustrated but the same or similar circuits may be used to control also the slow speed drive or motor 14 or 34.

When, however, a car unit 1 is rolling on the pair of coextensive track sections 134 immediately ahead of the car unit concerned, the wheels 9 and axle 11 of that preceding car unit causes the voltage difference to disappear between the supporting track sections and the corresponding conductor sections extending coextensive with the track sections supporting the car unit concerned. There results that contacts 85 and 86 of the latter then engage a pair of conductor sections 13 across which there is no voltage potential. The spring 92 then closes the switch 90 and opens the switch 91 to brake and even stop the car unit concerned. As soon as the preceding car unit 1 leaves the immediately preceding track sections 134, the voltage potential in the conductor sections 136 alongside the car unit concerned is reestablished, the motor 12 is energized and the braking system 93 is de-energized. As a result, the car unit concerned resumes forward travel.

The system of FIG. 25 may be modified to use wires or rods, such as 136, instead of the tracks 3 as busbars and a dual sliding contact as a jumper instead of the wheels 9 and the axle 11. Also, one row of conductor sections may be replaced by a common ground.

The length of the track and conductor sections 134 and 136 depends on the desired spacing of the cars, taking into consideration the speed and braking distance of the car units 1 and the loading and unloading limitations at the stations. Preferably, along the main line 2, the track. and conductor sections 134 and 136 are of equal lengths. For example, such length may be 220 feet for a cruising speed of 30 m.p.h. and a 5-- second interval between car units.

Along the station traffic lines, however, different lengths of sections may be introduced, such that for instance, as the car units go up the incline 5, their speed and their spacings are gradually reduced in proportion to the distance from the station stopping zone D. A departure and spacing control system for a station trafiic line is diagrammatically shown in FIG. 26.

As shown in this Figure, the track sections 138 are gradually shorter as they are closer to the station zone D, before the latter along the direction of travel. As the track sections 134, the track sections 138 are arranged in two rows, are connected to power supplies, not shown,'and are connected to conductor sections 139 coextensive therewith and therefore having the same gradually decreasing lengths.

A departure control circuit is provided along each station traffic line and includes a supply represented by a battery 140, a pair of conductors 141 and 142 joining the conductor sections 143 to the car spacing circuit along the Zone B of the bypass zone or portion of the main line 2 relative to the corresponding station traffic line. The conductors 141 and 142 are connected in series with a pair of switches 144 and 145, which are controlled by actuating coils 146 and 147 and springs 148 and 149 respectively. The actuating coils 146 and 147 are connected across the two track sections 134 of the two pairs of track sections in Zone B. Therefore, there is no car unit running over neither pair of track sections 134 in Zone B; as explained earlier, a voltage potential appears across each of the two pairs of conductor sections 136, the actuating coils 146 and 147 are energized and close both switches 144 and 145. The conductor sections 143 are then energized and upon engagement by the contacts 85 and 86 of a car unit 1, energize the latter to cause the departure thereof down the incline 6 and the entry thereof into the main line. This is accomplished without danger of collision or inadequate spacing with cars already on the main line 2, since Zone B is sufficiently long to allow a departing car unit to insert itself into the main line before the arrival of a car unit bypassing the same station.

The presence of a car unit on one or the other pair of track sections 134 along the Zone B causes a voltage potential across one pair of conductor sections 1136 to disappear. There results an opening of the corresponding switch 146 or 147 under the action of its associated spring 148 or 149 and the conductor sections 143 are not energized, causing a car unit to hold its departure until both switches are closed.

When a car unit travels down the incline 6, the contacts 85 and 86 thereof engage the conductor sections 150 which are maintained energized by a suitable power supply, such as a battery 151. The same car unit therefore maintains an uninterrupted course down the incline 6 until it enters into the'main line, as above mentioned, where it then becomes subjected to the car spacing system of the latter. Once a car unit has left the track sections 152 of the departure portion of the station line, a following car unit is then allowed to proceed to the departure portion due to re-apparearnce of a voltage potential across the track sections 152 thereof and the pair of conductor sections 139 connected thereto.

The car unit at the station stopping zone D besides being subject to the proper closing of the doors as above described, is also subject ot the car spacing circuit along the station traffic line and may advance, as

all the other car units, only when the pair of preceding track sections has been cleared. This is achieved by the controlling action of the short conductor sections 87a after the conductor sections 87.

It will be readily understood that each set of coextensive or laterally adjacent track sections 134 or 138 and conductor sections 136 or 139 respectively forms a car unit spacing section.

A typical station, as illustrated in FIG. 27, allows two car units 1 to stop on opposite sides of the station 4 resting either on track sections 138 laid on the ground or suspended from an overhead track 7. Turnstile 153, of appropriate construction to be operated by tokens, coins or tickets, controls the access of the passengers to the station platform 154 while the turnstile 155 allows exit of the passengers.

It should be understood that the present invention is not to be restricted to the specific details of construction which are herein defined but instead also covers alternative constructions falling within the spirit and scope of the appended claims.

l. A transportation system comprising a continuous main traffic line, an access and exit station elevated a predetermined height relative to a pair of places along said main traffic line, a station traffic line having inclined opposite end sections elevating from said pair of places toward each other and passing by said elevated access and exit station, said main traffic line forming a bypass section relative to said oppositely inclined end sections and joining said pair of places, a plurality of car units each having a relatively high speed drive means constructed and arranged to drive the corresponding car unit along said main traffic line at cruising speed, a relatively low speed drive means adapted to drive said corresponding car unit along the station traffic line at a predetermined minimum low speed, and an overrunning clutch connected to said low speed drive means and adapted to allow travelling of said car unit faster than at said low speed, a control system connected to said high speed drive means and to said low speed drive means and adapted to selectively energize the latter along one of said inclined end sections upon approaching said station and the former exclusively along said main trafiic line, and said height being a function of said cruising speed to produce acceleration and deceleration between-the latter and said low speed along said inclined end sections.

2. A transportation system as defined in claim 1, further including an inclined track extending along said station traffic line, each car unit includes a car body, a pair of supports pivoted at the top of the car body about axes extending lengthwise of the latter for folding movement towards each other to an elevated position relative to the car body, one set of wheels are rotatably mounted about transverse axes relative to the car body on one side of each of said supports and are arranged to run onto said track when said supports are in said elevated position.

3. A transportation system as defined in claim 2, further includinga bottom track extending along the main traffic line, another set of wheels rotatably mounted under each of said car units to rollably support the latter on said bottom track, said low speed drive means is connected to said one set of wheels and said high speed drive means is connected to said another set of wheels and said drive means are arranged to separately drive the corresponding car unit.

4. A transportation system as defined in claim 1, wherein each of said drive means includes a separate motor and a motor control circuit mounted onto the corresponding car unit and arranged to respond to arrival to and departure from said station traffic line to selectively energize the motors of said low and high speed drive means.

5. A transportation system as defined in claim 4, arranged for automatic operation and further including a plurality of access and exit stations, station traffic lines to said stations and each joining with said main traffic line, a station selection circuit, a door and motor energizing circuit and sliding contacts secured to each of said car units, and a control circuit at each of said stations and each including a car calling circuit, a station destination detecting circuit, and sliding contacts mounted along said main traffic line ahead of said station traffic lines respectively and constructed and arranged to be engaged by the sliding contacts of said car units and to automatically control the traffic of said car units along said main traffic line, along said station traffic lines and to said stations.

6. An automatic transportation system as defined in claim 5, further including a car spacing control circuit along said main traffic line including a first row of separate conductor sections aligned end to end and extending lengthwise of said main traffic line, power supply means separately electrically biasing said separate conductor sections relative to an electrical ground, a second row of separate conductor sections aligned end to end and extending lengthwise of said main traffic line, each of said separate conductor sections of said second row extending coextensive with a corresponding one of the conductor sections of said first row and forming a car spacing section therewith, electrical conductors joining the separate conductor sections of said first row to the separate conductor sections of the preceding car spacing sections of said second row respectively, to similarly bias one separate conductor section of said first row and the separate conductor section of said second row and the preceding car spacing section, shortcircuiting means mounted onto each of said car units and arrangedto engage and ground the adjacent conductor section of said first row and the electrically associated conductor section of said second row, an electrically controlled braking system mounted onto each of said car units and an electromagnatic switch means mounted onto each car unit and including a first switch and a second switch adapted to control the energization of the corresponding braking system and driving motors respectively, a spring and an electromagnetic coil operatively associated to the corresponding first and second switches to control opening and closing of the latter, and a conductor connecting said coil to an electrical ground and arranged to contact the adjacent conductor section of said second row and to respond to an electrical bias of the latter to open said first switch and close said second switch against the action of said spring.

7. An automatic transportation system as defined in claim 5, further comprising a car travel control circuit along each of said station traffic lines including one row of other separate conductor sections aligned end to end and extending lengthwise of the corresponding station traffic line, other power supply means separately electrically biasing said other separate conductor sections relative to an electrical ground, another row of other separate conductor sections aligned end to end and extending lengthwise of said corresponding station traffic line, each of said other separate conductor sections of said another row extending coextensive with a corresponding one other conductor section of said one row and forming one car spacing section therewith, the one car spacing sections along each station traffic line progressively decreasing in length in proportion to their distance to the station along the approach zone of the car units relative to the station, other electrical conductors joining the separate conductor sections of said one row to theseparate conductor sections of the preceding other car spacing sections of said other row respectively to similarly bias one separate conductor section of said one row and the separate conductor section of said other row and the corresponding preceding car spacing section, said main traffic line including bypass sections bypassing said station traffic lines respectively, each of the latter including a station stopping zone and a departure zone, a car stop-go control circuit provided at said station stopping zone and arrange to be engaged by said conductor of a car unit to control the energization of said coil thereof, and a car hold circuit electrically connected to said separate conductor sections of said bypass zone and arranged to be engaged by said conductor of a car unit to control the energization of said coil thereof and the departure of the correspond ing car unit from the corresponding station traffic line.

8. An automatic transportation system comprising a continuous main traffic line, a plurality of access and exit stations positioned off said main traffic line, and each elevated a predetermined height relative to a pair of places along said main traffic line, station traffic lines passing by said stations respectively and each having inclined opposite end sections elevating from said pair of places toward each other and the corresponding access and exit station, said main traffic line forming a bypass section relative to the inclined end sections of each of said stations adjoining the corresponding pair of places, a plurality of car units each having a relatively high speed drive means constructed and arranged to drive said corresponding car unit along said main traffic line at cruising speed, a relatively low speed drive means adapted to drive said corresponding car unit along the station traffic lines at a predetermined minimum low speed, and an overrunning clutch connected to said low speed drive means and adapted to allow travelling of .the corresponding car unit 'faster than at said low speed, a station selection circuit mounted onto each of said car units, a control circuit at each of said stations including a car calling circuit and a station destination detecting circuit, a car switching means positioned ahead of each of said stations along said main traffic line and arranged to deviate the selected car units into the station traffic lines of the stations selected by actuation of corresponding station selection circuits, each of said station selection circuits, car call circuits and station destination detecting circuits including a sliding contact means, and the sliding contact means of said car call circuits and said station destination circuits being mounted along said main traffic line ahead of the corresponding car switching means, connected to the latter, and constructed and arranged to be engaged by the sliding contact means of said station selection circuits and to automatically con-- trol the traffic of said car units along said traffic lines and to said stations.

9. An automatic transportation system as defined in claim 8, wherein each of said station selection circuits includes a plurality of selection switches connected in parallel and corresponding to said stations respectively, said sliding contacts of said car units are connected in series with said selection switches selectively, and each said station destination circuit and corresponding sliding contacts mounted along said main traffic line are connected and arranged to communicate with a particular pair of sliding contacts of said car units to respond thereto upon closing of the corresponding one of said switches and to energize the associated one of said car switching means.

10. An automatic transportation system as defined in claim 8, wherein said car calling circuit at each of said stations includes a sliding contact means constructed and arranged to be slidably engaged by all of said sliding contacts of said car units, one common terminal arranged to be engaged by another common terminal on any of said car units, an electrical power supply connected to the associated one of said car switching means and said retractable track engaging means, a car calling switch in series between said electrical power supply and associated one of said switching means and an electromagnetic switch connected in series between said electrical power supply and said one associated one of said switching means and including an electromagnetic coil connected in series, with said common terminals and said sliding contact means and a spring arranged to bias said electromagnetic switch into closed position under the action of said spring when said coil is de-energized and into open position upon energization of said coil by closing anyone of said car selection switches. 

1. A transportation system comprising a continuous main traffic line, an access and exit station elevated a predetermined height relative to a pair of places along said main traffic line, a station traffic line having inclined opposite end sections elevating from said pair of places toward each other and passing by said elevated access and exit station, said main traffic line forming a bypass section relative to said oppositely inclined end sections and joining said pair of places, a plurality of car units each having a relatively high speed drive means constructed and arranged to drive the corresponding car unit along said main traffic line at cruising speed, a relatively low speed drive means adapted to drive said corresponding car unit along the station traffic line at a predetermined minimum low speed, and an overrunning clutch connected to said low speed drive means and adapted to allow travelling of said car unit faster than at said low speed, a control system connected to said high speed drive means and to said low speed drive means and adapted to selectively energize the latter along one of said inclined end sections upon approaching said station and the former exclusively along said main traffic line, and said height being a function of said cruising speed to produce acceleration and deceleration between the latter and said low speed along said inclined end sections.
 2. A transportation system as defined in claim 1, further including an inclined track extending along said station traffic line, each car unit includes a car body, a pair of supports pivoted at the top of the car body about axes extending lengthwise of the latter for folding movement towards each other to an elevated position relative to the car body, one set of wheels are rotatably mounted about transverse axes relative to the car body on one side of each of said supports and are arranged to run onto said track when said supports are in said elevated position.
 3. A transportation system as defined in claim 2, further including a bottom track extending along the main traffic line, another set of wheels rotatably mounted under each of said car units to rollably support the latter on said bottom track, said low speed drive means is connected to said one set of wheels and said high speed drive means is connected to said another set of wheels and said drive means are arranged to separately drive the corresponding car unit.
 4. A transportation system as defined in claim 1, wherein each of said drive means includes a separate motor and a motor control circuit mounted onto the corresponding car unit and arranged to respond to arrival to and departure from said station traffic line to selectively energize the motors of said low and high speed drive means.
 5. A transportation system as defined in claim 4, arranged for automatic operation and further including a plurality of access and exit stations, station traffic lines to said stations and each joining with said main traffic line, a station selection circuit, a door and motor energizing circuit and sliding contacts secured to each of said car units, and a control circuit at each of said stations and each including a car calling circuit, a station destination detecting circuit, and sliding contacts mounted along said main traffic line ahead of said station traffic lines respectively and constructed and arranged to be engaged by the sliding contacts of said car units and to automatically control the traffic of said car units along said main traffic line, along said station traffic lines and to said stations.
 6. An automatic transportation system as defined in claim 5, further including a car spacing control circuit along said main traffic line including a first row of separate conductor sections aligned end to end and extending lengthwise of said main traffic line, power supply means separately electrically biasing said seParate conductor sections relative to an electrical ground, a second row of separate conductor sections aligned end to end and extending lengthwise of said main traffic line, each of said separate conductor sections of said second row extending coextensive with a corresponding one of the conductor sections of said first row and forming a car spacing section therewith, electrical conductors joining the separate conductor sections of said first row to the separate conductor sections of the preceding car spacing sections of said second row respectively, to similarly bias one separate conductor section of said first row and the separate conductor section of said second row and the preceding car spacing section, short-circuiting means mounted onto each of said car units and arranged to engage and ground the adjacent conductor section of said first row and the electrically associated conductor section of said second row, an electrically controlled braking system mounted onto each of said car units and an electromagnatic switch means mounted onto each car unit and including a first switch and a second switch adapted to control the energization of the corresponding braking system and driving motors respectively, a spring and an electromagnetic coil operatively associated to the corresponding first and second switches to control opening and closing of the latter, and a conductor connecting said coil to an electrical ground and arranged to contact the adjacent conductor section of said second row and to respond to an electrical bias of the latter to open said first switch and close said second switch against the action of said spring.
 7. An automatic transportation system as defined in claim 5, further comprising a car travel control circuit along each of said station traffic lines including one row of other separate conductor sections aligned end to end and extending lengthwise of the corresponding station traffic line, other power supply means separately electrically biasing said other separate conductor sections relative to an electrical ground, another row of other separate conductor sections aligned end to end and extending lengthwise of said corresponding station traffic line, each of said other separate conductor sections of said another row extending coextensive with a corresponding one other conductor section of said one row and forming one car spacing section therewith, the one car spacing sections along each station traffic line progressively decreasing in length in proportion to their distance to the station along the approach zone of the car units relative to the station, other electrical conductors joining the separate conductor sections of said one row to the separate conductor sections of the preceding other car spacing sections of said other row respectively to similarly bias one separate conductor section of said one row and the separate conductor section of said other row and the corresponding preceding car spacing section, said main traffic line including bypass sections bypassing said station traffic lines respectively, each of the latter including a station stopping zone and a departure zone, a car stop-go control circuit provided at said station stopping zone and arrange to be engaged by said conductor of a car unit to control the energization of said coil thereof, and a car hold circuit electrically connected to said separate conductor sections of said bypass zone and arranged to be engaged by said conductor of a car unit to control the energization of said coil thereof and the departure of the corresponding car unit from the corresponding station traffic line.
 8. An automatic transportation system comprising a continuous main traffic line, a plurality of access and exit stations positioned off said main traffic line, and each elevated a predetermined height relative to a pair of places along said main traffic line, station traffic lines passing by said stations respectively and each having inclined opposite end sections elevating from said pair of places toward each other and the corresponding access and exit station, said main traffic line forming a bypass section relative to the inclined end sections of each of said stations adjoining the corresponding pair of places, a plurality of car units each having a relatively high speed drive means constructed and arranged to drive said corresponding car unit along said main traffic line at cruising speed, a relatively low speed drive means adapted to drive said corresponding car unit along the station traffic lines at a predetermined minimum low speed, and an overrunning clutch connected to said low speed drive means and adapted to allow travelling of the corresponding car unit faster than at said low speed, a station selection circuit mounted onto each of said car units, a control circuit at each of said stations including a car calling circuit and a station destination detecting circuit, a car switching means positioned ahead of each of said stations along said main traffic line and arranged to deviate the selected car units into the station traffic lines of the stations selected by actuation of corresponding station selection circuits, each of said station selection circuits, car call circuits and station destination detecting circuits including a sliding contact means, and the sliding contact means of said car call circuits and said station destination circuits being mounted along said main traffic line ahead of the corresponding car switching means, connected to the latter, and constructed and arranged to be engaged by the sliding contact means of said station selection circuits and to automatically control the traffic of said car units along said traffic lines and to said stations.
 9. An automatic transportation system as defined in claim 8, wherein each of said station selection circuits includes a plurality of selection switches connected in parallel and corresponding to said stations respectively, said sliding contacts of said car units are connected in series with said selection switches selectively, and each said station destination circuit and corresponding sliding contacts mounted along said main traffic line are connected and arranged to communicate with a particular pair of sliding contacts of said car units to respond thereto upon closing of the corresponding one of said switches and to energize the associated one of said car switching means.
 10. An automatic transportation system as defined in claim 8, wherein said car calling circuit at each of said stations includes a sliding contact means constructed and arranged to be slidably engaged by all of said sliding contacts of said car units, one common terminal arranged to be engaged by another common terminal on any of said car units, an electrical power supply connected to the associated one of said car switching means and said retractable track engaging means, a car calling switch in series between said electrical power supply and associated one of said switching means and an electromagnetic switch connected in series between said electrical power supply and said one associated one of said switching means and including an electromagnetic coil connected in series, with said common terminals and said sliding contact means and a spring arranged to bias said electromagnetic switch into closed position under the action of said spring when said coil is de-energized and into open position upon energization of said coil by closing anyone of said car selection switches. 